Locomotive Magazine Volume 7 (1902)
key file

Number 73 (January 1902)

New L. & S.W.R. locomotives. 1, 2 + folding coloured plate. illustration, diagram (side elevation)
Photograph shows No. 343 (with six wheel tender), F. Moore plate shows No. 310 with bogie tender. Diagram shows bogie tender. All have Drummond cross water tubes. More  info see next Issue p. 17..

L. & N.W.R. engines. 1
Eight four-cylinder compound goods engines, Nos. 1881-1888 were at work between Crewe and Carlisle and Crewe and Abergavenny

G.N.R. engines. 1
Five standard 0-6-0ST saddle tanks had been completed at Doncaster Works: Nos. 1251-1255: they differed slightly in having ventilators along a raised deck to the cab roof.

Rebuilt express engine, G.N. of S.R. 2. illustration.
W. Pickersgill rebuild of Cowan? outside cyliinder 4-4-0

The locomotive history of the London, Chatham & Dover Ry. 3-4. 3 diagrams (side elevations)
Martley 0-6-0 supplied R. & W. Hawthorn & Co. in July 1860, identical to ones supplied to Blyth & Tyne Railway. Hercules (WN 971) and Ajax (WN 973). They had 4ft 6in coupled wheels and 16 x 24in cylinders. Two outside cylinder 4-4-0 came from the same manufacturer: AEolus and Bacchus and were followed in 1861 by Vulcan and Comus. These had been ordered by a South American Railway and were painted yellow. See letter from F.S.H. on page 32.

Great Central Locomotives. 4
Five standard six-coupled goods engines had left Gorton Works, Nos. 98 to 101 and 103. These engines were of the 74 class, and had 18½-in. cylinders and 5-ft. wheels; the tenders had a water capacity of 3000 gallons. They were painted black, lined out with red and white lines, and have oblong number plates. The old engines bearing these numbers had been broken up. The No. 561 class, Parker's single framed four-coupled bogie expresses, were all being fitted with extended smokeboxes and new chimneys. They were also being lined in the new style for passenger engines on the G. C. R., viz., a thin white line in place of the previous broad yellow one. Nos. 565, 566 and 704 wwere already out thus treated. Several of Sacre's old double framed bogie passenger engines had been rebuilt with new boilers, extended smokeboxes and new chimneys, including No 426, 429, 434, 435 and 444. Two of the old 7-ft. 6-in. singles, Nos. 107 and 112, had also been rebuilt with new boilers, new chimneys, and extended smokeboxes of the cylindrical type. These engines were also being repainted and lined in the new style. Nos. 159 and 170, old six wheeled four-coupled double framed passenger tender engines, had been rebuilt with flush top boilers pitched higher, and fitted with injectors on the firebox fronts.

Erratum. 4
The engine used on the Canadian Pacific Royal Train illustrated in our December Issue was of the ten wheeled four-coupled type, and not as there stated.

N.E R. eight coupled goods engines. 4
Another enjrine of the T class had left the Gateshead Works; No. 2I22.

The "Perfection" Sight Feed Lubricator. 4. diagram
The lubricator was automatic and certain in action, with a visible feed easily and accurately adjusted. It supplied lubrication exactly jin accordance with the speed at which the engine was running, the oil being perfectly atomized and freely distributed amongst the steam. ~ These lubricators were used on the express locomotives of the Austrian and Hungarian State Rys., and were heing introduced into Britain by Klein Bros., of Vienna

The locomotives of the London and India Dock Co. 5-6. 5 illustrations
Three ex-LNWR 2-4-0T engines, Nos. 1819, 1927 and 1911 which were obtained in 1881, numbered 5-7 in the Dock Co's list. They had originated as Northern Division tender locomotives: 238 President, 250 John O' Gaunt and 431 Hercules. They had outside 15 x 20in cylinders and 5ft coupled wheels. They were painted green with black bands and yellow lines and lettered Royal Albert Dock and used on passenger services between Custom House and Gallions until 30 June 1896 when the Great Eastern took over the service and the old locomotives were scrapped. Two Lucas & Aird locomotives used in the construction of the Royal Albert Dock were, after the works were completed, stored in a wooden shed which was destroyed by fire in 1880. One of the locomotives Chelsea only worked for a short time after the fire, but the other was purchased by the Dock Co. in 1881 and was extensively repaired under the engineer Adamson and ran until 1898. The earlier history of this locomotive appeared to have been lost, but it as employed by G. Wise, a contractor on the construction of Millwall Docks, then on the harbour works at Sharpness. It was then acquired by Lucas & Aird  and worked on aa Portsmouth Harbour extension and whilst there was fitted with a new crank axle by the LBSCR in 1875. After which it was brought to London to work on the construction of the Albert Dock (Fig. 4 shows it in this state). No. 8 was usually known as Long Wind and as the most powerful locomotive owned by the Dock Co. at this period.  Nos. 11, 12 and 13 were purchased secondhand from Liverpool. They were Fox, Walker & Co, products of 1872, 1873 and 1875 and had 3ft 6in wheels, 13 x 20in cylinders and worked at 120 psi. No. 12 illustrated in Fig. 5. No. 14 was a 0-4-0ST with 3ft 3in diameter disc wheels supplied by the Yorkshire Engine Co. WN 284/1876 (Fig. 6). Fig. 7 shows a very small 0-4-0ST with 2ft 6in wheels and 9 x 15in cylnders bult by the Falcon Engine Works at Loughborough in 1884.

New Midland engines. 6
4-4-0 Nos. 2781 and 2782 with Belpaire boilers put into service

The brakes. 7-8.

An improved Westinghouse air pump. 7-8. diagram

The locomotives of the G.E.R. 8. diagram (side elevation)
In December 1841 Stothert & Slaughter of Bristol delivered two  four-coupled goods engines of the 2-4-0 type with inside cylinders and outside bearings and weere probably identical to Nos, 143 and 144 (post change of gauge) subsequently renumbered 218 and 219. In readiness for the opening of the main line to Colchester nine Bury & Co. 2-2-0 were purchased which were sllightly larger than earlier purchases. They had 5ft 6in driving wheels and 14 x 18in cylinders. Probable original numbers 18 to 26! (KPJ one appears to be missing). In Gooch period received Nos. 118, 119, 121, 122, 123, 125, 126, 127 and 128. Most were scrapped under Sinclair except No. 119 placed on a pedestal at the entrance to Stratford Works, but scrapped by Johnson..

A novel buffer beam. 8. diagram
Fitted to NER 0-8-0 No. 2121 tthe wood packing between the plates was cut away to permit a degree of elasticity when striking heavy trains.

Midland Railway appointments. 8
R.M. Deeley appointed locomotive works manager at Derby in succession to J. Lane and Cecil Paget appointed as assistant manager. Both Deeley and Paget had sttudied locomotive workshop practice in America.

A novel model locomotive. 9. illustration
E. Siddall of Shefffield 4-4-0 scale 3/8 inch to foot

The Southwold Railway and its locomotives. J.A.K.. 10. illustration
Nos. 1 Southwold, 2 Halesworth and 3 Blyth. Manufactured by Sharp Stewart. 2ft 6in coupled wheels, 8 x 14in cylinders. 140 psi boiler pressure

Twelve wheeled tank engines for France. 10

Old locomotive, St Helens Railway. 11. illustration
Clyde: 0-4-2 with bar frames supplied in 1850: 15 x 20in cylinders; 4ft 6in coupled wheels

Early Stockton & Darlington locomotives. 11. illustration
Photograph from John Kitching who lived at Branksome Hall, Darlington: No. 33 Shildon: one of six Bouch 0-6-0 type with steeply inclined cylinders.

Locomotive boiler making. 12-13. diagram

Compound express engines, Midland Ry. 13

The carriage & wagon department. 14-15

Turkish passenger cars. 14-15. 2 illustrations, diagram (side & end elevations & plan).
Built by Ringhoffer of Smichow for inernational trains between Constantinople and Vienna

Number 74 (February 1902)

Express engines. Furness Ry. 17. illustration
W.F. Pettigrew 4-4-0 built by Sharp, Stewartv & Co., Glasgow with18 x 26in inside cylinders; 6ft 6in coupled wheels; 1270.5ft² total heating surface; 18ft²  grate  area and 160 psi boiler pressure. Coupled wheels fitted with compensating levers. Designed to work ovder heavy (1 in 63) gradients and sharp curves.

L. & N.W.R. engines. 17.
A batch of 0-4-2T with Bissel trucks and square saddle tanks was produced in 1901/2: WN 4175-84; RN 3524-33

L. & S.W.R. engines. 17.
See page 1: emphasises that water tube boiler was designed by Drummond; also mentions patent spark preventer and fuel economiser (fitted to over 300 engines "giving good results"). No. 773, the four-coupled express engine exhibited at Glasgow by Dubs & Co. was then at work. No.342, a Beyer Peacock goods engine of 1876, had been transferred to duplicate list.

G.E.R. engines. 17
Batch with RN 1180-9: 1189 first to be built with a Belpaire fireboxThe last 10 goods engines constructed to the new standard are now complete, Nos. 1180 to 1189. The last has a Belpaire firebox. No. 12 single express has been provided with an extended smokebox

The B.G. engines of the Great Western Ry. 18-19. diagram (side elevation), 2 tables
Performance in terms of speed, water and coke consumption on express trains between Paddington and Swindon in August-September 1847 and between Paddington and Bristol in March-April 1849. Corsair illustrated: 4-4-0ST.

G.W.R. West of England Night Mail trains. 19
From 1 January Post Office train departed Paddington at 21.05 and arrived at Penzance 06.45 and the passenger train departed Paddington at 22.00 and arrrived Penzance at 07.30.  The Up trains left Penzance at 16.50 (passenger) and 18.00 (Post Office) and arrived at Paddington at 04.50 (passenger) and 03.50 (Post Office)

Double end bogie tank loco. Northern Ry. of France. 19-20. illustration, diagram (side & front elevations)
Du Bousquet 4-4-4T with duplicate controls in the cab and side tanks hinged to provide access to firebox.

Midland engines. 20.
Twenty new 0-6-0 running numbers 2661-80 had been delivered from Sharp Stewart: 24 out of an order for 60 had been delivered from Neilson, Reid, Nos. 2681-2704. No,. 2783 was a new Belpaire 4-4-0 from Derby Works.

The Centenary of the locomotive engine. 21.  illustrations
Richard Trevithick and Andrew Vivian ran a locomotive from John Tyack's worshop where it was built up the road towars Beacon Hill in Camborne, Cornwall on Christmas Eve 1801. To celebrate this a procession of twelve traction engines ran along the rouute on 24 December 1901.

Tender water gauge. 22. 2 diagrams.
Monarch Controller Co. Ltd.

Patent tube beader. 22. diagram
J. Gibb & Co. Ltd.

Our Supplement. 22 + folding plate insert
Detailed sectionalised elevations of Stirling 4-2-2 for Great Northern Railway Nos. 1003-8

North Eastern engines, 22
T class 0-8-0 No. 2123 wsa ex-works at Gateshead where a further ten were being built.  No. 2123 had flat valves and steam reversing gear. No. 66, Wilson Worsdell's personal locomotive was being rebuilt with a trailing bogie and a leading pair of wheels

The brakes. 23-4.
Repairs, etc. to an air pump.

G.W.R. locomotives. 24
No. 2653 was latest 2622 class into service. A large bogie 4-6-0 with 6ft 6in coupled wheels, 18 x 30in outside cylinders and Belpaire firebox "would shortly be running".

L. & Y. R. mineral engines. 25.
0-8-0 Nos. 59, 69, 91, 154, 159, 190, 201. 325, 381. 383, 384, 390, 392. 395, 405, 406, 407, 411, 433, 443, 448, 463, 500, 511, 611, 635, 659, 666, 676, 687, 695, 704, 706, 709, 717, 736, 738 and 743 had been placed in service: No. 717 was the latest and had been fitted for indicating,.

G.N.R. locomotives. 25.
Further ten 0-6-0ST ex-Doncaster Nos.  1256-65.

Great Central engines. 25
Twelve 0-6-0 Neilson Reid Nos. 985-96. Two goods engines of 74 class had been completed at Gorton Nos. 116 and 117: these were fitted with grass safety valve pillars and steam brakes.

Leadhills and Wanlockhead Light Railway. 26-7. 2 illustrations
Caledonian Railway: first section to Leadhills opened including viaduct across Risping Cleuch. Worked by 0-4-4T.

Compressed air locomotive, Western Ry of France. 27. illustration

Rebuilt express engine, G.W.R. 28. illustration
Locomotive illustrated No. 16 Brunel (4-4-0 with domeless Belpaire boiler. Began as broad gauge Swindon WN 1116 of June 1888 with 7ft coupled wheels, 20 x 24in cylinders and and a single leading axle. In 1894 it was cenverted to standard gauge, fitted with a leading bogie and 20 x 26in cylinders and given the name Brunel.

New compound express engine, Midland Railway. 28. diagram (side elevation)
No. 2631: S.W. Johnson three-cylinder 4-4-0 with 7ft coupled wheels and bogie tender

Locomotive boiler making.  29-30. diagram

The carriage & wagon department. 31

Railway carriage & wagon construction, Part 10. 31. 3 diagrams.
Cyclone dust extraction

30-ton wagon, L. & Y. R. 32. . illustration
Bogie wagon designed H.A. Hoy.

Correspondence. 32

Locomotive history of the London, Chatham and Dover Railway. F.S.H.
AEolus, Bacchus, Vulcan and Comus. built by Robert Stephenson & Co. and were soonb converted into saddle tank engines as well as Ajax and Hercules. The six engines of the Onyx class were converted into sside tanks in about 1867.

Number 75 (March 1902)

New goods locomotive, G.E.R. 33. illustration
The first locomotive to be fitted with a Belpaire firebox for the Great Eastern Railway had been completed at Stratford Works. This engine, No. 1189, shown in the photo, reproduced below, is similar to the 1150 class of goods engines introduced by Holden in the latter part of 1900. The dimensions are nearly identical with those given when describing these engines in Locomotive Mag., 1900, 5, 161, the exceptions being in the sizes of the boiler and firebox. The boiler is 11-ft. 9-in. long, the internal diameter of the larger and smaller rings being 4-ft. 8-in. and 4-ft. 7-in. respectively, with triple rivetted lap joints. The working pressure is 180 psi.  The Belpaire firebox is 7-ft. long outside, the width being 4-ft. ¼in. at bottom. The internal copper firebox has a length of 6-ft. 3¾-in. inside, its width being 3-ft. 4¼-in whilst its height tapers from 5-ft.11-in. to 4-ft. 6½-in., the plates being 9/16-inch thickened to 1-inch for tubes. It has a heating surface of 1177 feet², and a grate area of 21.6 feet²; 287 steel tubes, 1¾-in. external diameter, and 12-ft. 1-in. long provide a surface of 1588.5 feet²,, thus making a total heating surface of 1706.2 feet², The centre of the boiler is 7-ft. 9|-in. above rail level..
We are indebted to James Holden, the Locomotive Superintendent, for the above particulars, and for facilities for photographing the engine.

Early Stockton & Darlington locomotives. 34. 2 illustrations
No. 1036 (formerly No. 35 Commerce) and 1066 (formerly No.66 Priam) illustrated

Eight-coupled four cylinder compound coal engine, L. & N.W.R. 35. illustration, diagram (side elevation)
Webb 0-8-0 No. 1881 shown in drawing and possibly in photograph

Some locomotive experiments. 36-7. 5 diagrams
Taking indicator measurements and interpreting them

The locomotives of the London and India Docks Co. 38-9. 4 illustrations

The Mallaig Extension of the West Highland Ry. 40-1. illustration

Gun truck armoured train. 47. illustration
For use in South Africa

Number 76 (April 1902)

Six-coupled goods engines, L.B. & S.C.R. 49. illustration.
R.J. Billinton 0-6-0 supplied by Vulcan Foundry Ltd.. No. 444 illustrated (from 1893/4 batch of twenty). Further batch of 35 Nos. 521-555 had been completed. 5ft coupled wheels, 18 x 26in cylinders. Second batch had Furness lubricators

[Death of Alf Cooke]. 49
^{Printer of colour plates: died in Leeds on 23 March 1902.}

G.W.R. engines. 49
Twenty No. 11 class under construction at Swindon. No. 100, new 4-6-0, fitted with vacuum brake with brake blocks on all the wheels including the bogie.

L. & S.W.R. engines. 49
Nos. 344, 345 and 347, new mixed traffic engines, had been turned out from Nine Elms Works. Nos 393 and 394, Beyer Peacock goods engines of 1880 had been transferred to duplicate list.

L. & N.W.R. engines for Ireland. 49
Six 4ft 6in four-coupled double end side tanks (2-4-2T) had been transferred to the Dundalk, Newry & Greenore Railway.

The Patent Exhaust Steam Injector Co. Ltd. 49
Changed name to Davies & Metcalfe Ltd. 

The Royal visit to Devonshire. 50-1. 2 illustrations, 2 tables
Paddington to Kingswear on 7 March 1902 and Plymouth Millbay to Paddington on 10 March 1902. Locomotive No. 3374 Britannia (named for occasion) driven by Burden on both main legs. No. 3357 Royal Sovereign (specially named) took the Royal Train forward to Plymouth driven by Driver Uren.  

Tank engine, Timoleague and Courtmacsherry Ry. 51. illustration
Argadeen 2-6-0T supplied by Hunslet Engine Co. WN 611/1894; painted black

Rebuilt Crampton single, C. de F. de l'Est. 52 + plate on page [58]
Salomon rebuild in 1889

Cycle inspection car. 52. illustration
Machine illustrated had seats for two to power the machine plus a third for an observer. It had corrugated rubber tyres and was on the Belfast & Northern Counties Railway.

The locomotives of the East and West Junction Ry. 53-4. 3 illustrations
Manning Wardle 0-6-0ST No. 1 as rebuilt in 1896 with new boiler and cylinders (illustrated); No. 2 (illustratrated) waas an outside frame 0-6-0 Beyer Peacock 0-6-0 WN 1919/1880 with 4ft 6in coupled wheels and 17 x 24in cylinders. Nos 3 and 4 were also Beyer Peacock 0-6-0 WN 2049/1881 with 5ft 1in coupled wheels amd WN 2626/1885. Two Beyer Peacock 2-4-0T WN 2466-7/1885 wuith 5ft 6in coupled wheels received running Nos. 5 and 6 (former illustrated)

Express passenger locomotive Egyptian State Railways. 55. illustration
4-4-0 with outside frames supplied by Neilson, Reid & Co. with 6ft 3in coupled wheels, 18 x 24in cylinders, 1235ft² total heating surface and 21.336ft² grate area.

Single express locomotive, Great Central Railway. 55. illustration
4-2-2 No. 970 illustrated

Seventy years of locomotive building. 56.
Baldwin Locomotive Works celebration

Great Central engines. 56
Sharp Stewart & Co. Ltd had delivered 1017 class 4-4-0 Nos. 1021-9. New Gorton bukilt 0-6-0 Nos. 122 and 130. Further Sacré double frame six-wheel four-coupled passenger engines had been rebuilt with new boilers: Nos. 180, 213, 258, 259 and 314.

G.E.R. engines. 56
New 4-4-0 Nos. 1870-3 ex-Stratford Works.

A rebuilt Crampton, Eastern Railway of France. [58]
Bound-in platre (verso blank)

Views on the North Western Railway, India. 59. 3 illustrations
Photographs taken by H.H. Spalding: Government inspectors special; loading grain and cotton on wayside station on Wazirabad toKhanewal section and 0-6-0 with 4ft 6in coupled wheels and 19 x 26in cylinders.

North Eastern engines. 59
First series of 0-8-0 had been completed with Nos. 2116-2125. The second series had begun with 130, 527, 1002 and 1320. This series in having an extra sandbox over the leading wheels at the side of the smokebox. No. 1320 was the first to be fitted with steam reversing gear. Fletcher 0-6-0ST No. 46 built in 1882 had been rebuilt as a side tank with new boiler, cylinders, cab and bunker. It retained original wheels, frames and motion.

Midland Ry. 59
Belpaire 4-4-0 Nos. 2787-90 were under construction. Nos. 2781-6 were awaiting tenders. Neilson Reid had delivered 0-6-0 Nos. 2705-28.

Some locomotive experiments. 60-2. 5 diagrams
Crosby indicator

Number 77 (May 1902)

The Round Shed, King's Cross, G.N.R. plate facing page 73.
Nos. 1035?, 528, 1169 and 42

Rebuilt bogie tank, L. & Y. Ry. 73. illustration
Barton Wright 0-4-4T modified and painted with company name in full on tank sides. No. 111 illustrated

New locomotive G.E. Ry. 73.
Holden Decapod: Refers to three HP cylinders as if there had been some suggestion of compounding amd to the high capacity boiler: 36ft² grate area and 2769t² total heating surface

Six-coupled goods locomotives, North Staffordshire Ry. 74. illustration.
0-6-9 suppliied  by Nasmyth, Wilson & Co. to design of Luke Longbottom with 5ft coupled wheels, 17 x 26in cylinders, 1124ft² total heating surface and 20.5ft² grate area, working at 150 ps1.

South African locomotives. 74-6. 4 illustrations.
Photographs taken by Lieutenant P.E. Vaughan at Charestown of Natal Governnment Railways 4-10-2T with 19 x 27in outside cylinders; 3ft 9in coupled wheels; 1601.5ft² total heating surface and 21.15ft² grate area. Ten supplied by Dubs & Co. in 1901 and given letters rather than numbers and painted black. Designed by G. Reid, Locomotive Superintendent. 120 4-8-2T also came from Dubs, were fitted with that firm's modified Stephenson link motion; had 17 x 21in cylinders, 3ft coupled wheels, 1075.85ft² total heating surface and 15.7ft² grate area. They were painted dark green and hauled the mail trains from Durban to Pretoria via Johannesburg including the Kaffir Mail; that for the people of their homeland. Morton, the district locomotive superintendent at Charlestown is acknowledged.

The locomotives of the East and West Junction Ry. 77.  2 illustrations.  
When first opened the Stratford-on-Avon, Towcester and Midland Junction Railway was worked by the Midland Railway which ran freight trains between London and Gloucester. In 1892 three Ramsbottom DX type 0-6-0 which had originally been Nos. 648, 809 and 825, but when sold were 1891, 1945 and 1966. They became 7, 8 and 9. Fig. 4 shows one of the DX type. Fig. 5 shows No. 10, one of three Beyer Peacock 0-6-0 tender locomotives: WN 3613/1894. The others were No. 11 WN 3812/1896 and 12 WN 4126/1900. They were similar to Nos. 3 and 4, but fitted with Wetinghouse and vacuum brakes.

Six-coupled goods engine, S.E. Ry. 78. illustration
The subject of illustration had an unusual characteristic in its driving-wheels being of the Mansell type with wood centres. This engine was built in 1863 at the Ashford Works from the designs of Cudworth, and was fitted with his long firebox and midfeather. The cylinders were 16-in. diameter by 24-in. stroke, and the six-coupled drivers were 4-ft. 9¾in. diameter: the total wheelbase measured 15:ft. .The firebox was 7-ft. 6-in. long and 3-ft. 6-in. wlde; the boiler .was 10-ft. 3½-in. long, and contained 157 tubes 2-in. diameter. The heating surface of the tubes was 845.5 ft²., and of the firebox 132.2 ft².; the firegrate had an area of 22.42 ft²..

Great Western engines. 78
The first of some new tank engines, No. 11 class, had been turned out from the, Swindon Works and was numbered 3601 (Swindon No. 1866). It was fitted with the water scoop, and the tool boxes were placed-at the side of the smokebox instead of on the top of the side tanks.

London & North Western engines. 78
The last six of the enlarged Jubilee class were being turned out and numbered and named 1955 Hannibal, 1956 Illustrious, 1957 Orion 1958 Royal Oak, 1959 Revenge and 1960 Francis Stevenson. The ten new 5-ft. radial tank engines bear Nos. 46, 55, 78, 105, 188, 495,741, 1095, 211J. and 2211 (Crewe Nos. 4205 to 4214). Two more of the new four-coupled in front shunting engines had been turned out, Nos. 3529 and 3530, and were stationed at Birkenhead. Nos. 173 City of Manchester, 437 City of Chester and 2055 Dunrobin (Dreadnought class) had been fitted with high pressure cylinders 15-in. by 24-in.

The Locomotive Magazine Coronation Number. 78
Our Empire's Trains—We hope to have ready early in June our special Coronation Summer Number which will be of an exceptionally attractive nature this Coronation year. .As fitting supplements we are preparing !wo large coloured plates to accompany each copy of the Issue, namely The decorated engine, No. 284 G.E.R. used for His Majesty's wedding in 1862; and (2) The new four-coupled express No. 1870 G.E.R. specially pamted for His Majesty's use during the Coronation year. The general contents of the book will include reproduced photographs of engines and trains from all parts of the great British Empire. The price will be 1/-, and as the issue will be a distinctly limited one we ask our readers to make early application so that we may have the ,necessary number prepared.

The lcomotives of the G.E.R. 79-80. 4 diagrams (including 3 side elevations)
Between October 1846 and 20 March 1848 the Eastern  Counties Railway worked traffic between Peterborough and Stamford. ordered ten 2-2-2 from Jones & Potts and ten from Stothert & Slaughter. These had 6ft driving wheels and 15 x 22in cylinders. They were prone to accidents: running off the road at Littlebury on 4 August 1845 and at Waterbeach on 19 August, both with the 11,30 ex-London,.

G.N.R. eight-coupled goods engines. 80.
Nos. 402 and 403 of the 401 class had left Doncaster Works: the former was stationed at Peterborough.

Royal Train, Pennsylvania Railroad. 81. illustration
HRH Prince Henry of Prussia had an eight car train with L Class No. 850 at his disposal. This was photographed by F.W. Blauvelt at Jersey City. The Princes's main car, used for entertaining his guests, was a 70-foot long vehicle formerly used by President McKinley. It had five private rooms and was named Columbia

North Eastern engines. 81
0-8-0 Nos. 1700 and 1704 had left Gateshead Works, both were fitted with steam reversing gear. No. 2006 awarded the Grand Prix at the Paris Exhibition had small glass cases on the wheel splashers to commemorate this showing both sides of the medal.

Some locomotive experiments. 82-3. 6 diagrams
McInnes-Dobbie Indicator and three-way cock made by Crosby Steam Gage & Valve Co.

Coppersmiths' work on locomotives. 84-5. diagram
Pipes: bends and curves; brazing; finishing

London & India Docks Ry. 85
Former Liskeard & Carandon Ry. (Cornwall) 0-6-0ST Looe built by Robert & Stephenson & Son in 1901 acquired

Goods locomotive, Emu Bay Ry. 86. illustration.
4-8-0 supplied by Dubs & Co of Glasgow

Great Central engines. 86
No. 131, standard goods turned out from Gorton Works. Sharp, Stewart  & Co. had delivered  new bogie passenger engines Nos. 1030-1036. Neilson, Reid & Co. had delivered five further large goods engines: Nos. 997-1002.

Old L. & S. W. R. locomotive. 86. diagram (side elevation)
Joseph Beattie patented 2-4-0 mixed traffic locomotive with vertical condenser in front of chimney which provided hot water to be pumprd back into the boiler via a donkey pump. Cylinders 15½ x 24in; 5ft coupled wheels. Six built in 1855 named Saxon, Norman, Dane, Goliath, Samson and Albion. Further six build 1857: Goth, Hun, Vandal, Lombard, Gaul and Celt. Drawing signed D. Leitch

The carriage & wagon department. 87

Railway carriage & wagon construction (XI). 87. diagram
Ransome's Horizontal Log Band Saw; Thomas Robinson & Son (of Rochdale) Vertical Log Band Saw

Reviews. 88

Simple electrical working models." No. 8 "Model Engineer" series. London: Dawbarn and Ward, Ltd
The amateur or student of electricity will find in this instructive little book a variety of designs of models of practical applications of the electric current. The printing is good with clear illustrations, while the instructions are straightforward and free from difficult technical terms.

Les locomotives a l'exposition de 1900. F. Barbier and R. Godferneaux. Pans: Ch. Dunod. London: The Locomotive Publishing Co., Ltd.
The great Universal Exhibition held at Paris, in 1900 contained locomotives from all parts of the world, and in the above publication these exhibits are exhaustively dealt with. There are over 300 pages devoted to descriptive matter and photo reproductions, besides 70 folded plates and drawings of the various locomotives. We have only recently received this fine work and space will not permit of further reference in this issue.

Linear drawing and lettering, J.C.L. Fish. London: The Locomotive Publishing Co., Ltd.
Neatly lettered titles and carefully formed figures add greatly to the finish of mechanical drawings. The volume above-mentioned and its supplement form guides to draftsmen in this respect which should be valued by all wishing to make clear and smart drawings and tracings. There are four chapters-I. on instruments and materials, II. linear drawings, III. lettering, IV. drawing, whilst the supplemental book acts as a " copy book" for the practice of lettering

Developments in locomotive practice. C.J. Bowen Cooke. London: Whittaker & Co.
Several specimens of the latest practice in locomotives are herein incorporated, and details from some of the best examples illustrated. All the newest L. &  N. W. R. locomotives figure in its pages, as well as particulars of many of the interesting experimental runs Mr. Webb has undertaken to test his machines. This work represents the text of two lectures given by the author to. the students of military engineering at Chatham.

Compound locomotives. R. Von Golsdorf's system. A. Friedmann, Vienna. London: The Locomotive Publishing Co., Ltd.
A beautifully illustrated volume describing numerous examples of Herr Golsdorfs well-known compounds on different railways.

Avonside Engine Co., Bristol,
Neatly arranged catalogue illustrating the various designs of locomotives built by them.

Number 78 (June 1902)

[Photograph of Coventry Station in 1869]. 89
With Bloomer 2-2-2 on express and Ramsbottom 0-6-0 on a freight

New six-coupled express locomotive, G.W.R. 89 + plate fp. 90
"Dean" 4-6-0 No. 100 with 18 x 30in outside cylinders and piston valves

The B.G. engines of the Great Western Ry. 90-1. diagram (side elevation)
Continued from page 66 The two bogie tank engines already illustrated and described having apparently: proved successful for the service for which they were intended, a further 13 engines, differing somewhat in dimensions from their predecessors, were ordered from R. and W. Hawthorn, of Newcastle-on-Tyne, with the following names, works' numbers and dates:

The accompanying illustration of Ovid, Fig. 50, shows the leading features of this type of engine, which differed but little externally from the preceding engines built at Swindon. In leading dimensions there was also little change: cylinders 17-in. in diameter with a stroke of 24-in., steam ports 13-in. by 1¾-in., exhaust ports 13-in. by 3¼-in., diameter of orifice of blast pipe 5-in., length of boiler barrel 10-ft, 6-in., diameter 4-ft. 0-in., number of tubes 219. measuring 11-ft. in length with a diameter of 2-in.; length of firebox casing 4-ft. 10-in., distance of front of casing from driving axle centre 2-ft. 4-in., diameter of bogie wheels 3-ft. 6-in., and of driving wheels 5-ft. 9-in.; distance from centre to' centre of bogie axles 5-ft., from rear bogie axle to centre of driving axle 5-ft. 6-in., and from centre to centre of coupled axles 7-ft. 6-in., total wheelbase 18-ft. The saddle tank had a capacity of 930 gallons of water, and in working order engines of this class had an average weight of 38 tons 9 cwt. distributed as follows: bogie  wheels 14 tons 8 cwt. 3 qrs., driving wheels 12 tons 10 cwt., and trailing wheels 11 tons 10 cwt. I qr. The weight 'of one engine is given as 38 tons 16 cwt. 2 qrs.
The sixth series of six-coupled goods locomotives consisted in reality of several distinct varieties, differing slightly in details, but of the same general dimensions. They had cylinders 17-in. in diameter, with a stroke of 24-in., the steam ports measuring 13-in. by 1¾-in., and the exhaust ports 13-in. by 3¼-in., the latter leading to a blast pipe, the orifice of which had a diameter of 4¾-in. The driving wheels were 5-ft. in diameter, and extended over a wheelbase of 16-ft. 2½-in., of which 7-ft. 4-in. separated the centres of the leading and driving axles, and 8-ft. 10½-in. separated the driving and trailing axles. The frames were of the sandwich type, having a wood centre 31/8-ins. thick between two halt-inch iron plates, the three components being firmly held together by a double row of rivets placed 6¾-in. apart vertically. Over all, the, frames were 24-ft. 10½·in. long, measured to the back of the buffer beam, the overhang being 4-ft. 10-in., and 3-ft. 2-in. at leading and. trailing ends respectively, while the height of the top of the frames above rail level was 4-ft. 1¾-in., and the depth to the centre line of the stay-rods was 2-ft. 6¼-in. The boiler was 11-ft. long, with a diameter of 4-ft. 6-in., and was pitched with its-centre line 6ft. 4¾-in. above the level of the rails, It was adapted to a working pressure of 120-lbs. per sq, in., and contained 249 tubes, measuring 11-ft. 6½-in.long, with a diameter of 2-in. The outside firebox was 5-ft. long and 5-ft. 8½-in. wide. its depth below the centre of boiler barrel being 4-ft. 6-in. in front arid 4-ft. 9-in. at back, and the front plate was 3-ft. 4-in. distant from the centre of the driving axle. The heating surface was approximately the same as in the fifth series, already quoted, namely, 1416 sq. ft. on the fire side. and 1,574 sq. ft. on the water side, the area of the firegrate being 19.2 sq. ft. In working order these engines weighed 32 tons 5 cwt., divided as follows: leading wheels, 11 tons 7 cwt.; driving wheels, 11 tons 11 cwt., and trailing wheels 9 tons 7 cwt.
In the period from 1854 to 1856, thirty-six engines of this class were built, including the two saddle-tank locomotives already referred to. The names of the tender-engines are given below: Flora. Thames. Vesper. Iris. Neptune. Cyprus. Janus. Caliph. Orson. Vixen. Sibyl. Sphinx. Salus. Banshee. Cambyses. Midas, Nimrod. Geryon. Nemesis. Nero. Plutus. Zetes. Octavia. Metis. Rhea. Typhon. Osiris. Pelops. Creon, Panthea. Amphion. Magi. Pallas. Gyfeillon.
In 1857, seven more of this class were built with the following names: Mersey.Tweed.Esk.Liffey Severn Humber Avon.
These were rapidly followed between that date and 1863, by a further thirty-three, named respectively:-Warrior.Tay. Wear. Warhawk. Forth. Plym, Pioneer. Tyne. Talbo Charrlpion. Xerxes. Plutarch. Luna. Lagoon.. Gladiator. Ethon. Hades. Sirius. Boyne. Olympus. Orpheus. Shannon, Regulus, Severus. . Rhonadda . Wye . Theseus. Pandora. Chronos. Scylla. Cossack. Tantalus. Leonidas.
Finally, in 1864, twelve more engines ot the same type, which were known as the Swindon class, were built, to which were given the names:- Swindon. Bristol. London. Chester. Reading. Oxford. Windsor. Bath. Shrewsbury. Wolverhampton, Newport . Birmingham.
Thus we find a grand total of 138 six-coupled goods engines, and four six-coupled saddle-tank engines, built at Swindon during the period from 1846 to 1864, while Gooch had charge of the Locomotive Department of the Great Western Railway.
Reverting to the strict chronological order of events, from which a digression has been made for the purpose of including all the above- mentioned goods engines in close succession, mention must be made of another delivery of 8-ft. single express locomotives of the famous Iron Duke class. These were seven in number, and were built by Rothwell & Co., in the following order

In external appearance these engines sufficiently resembled the Lord of the Isles, represented in Fig. 44, to require no separate illustration. They had, however, one distinctive feature, as originally built, in a compensating lever on each side, connecting the driving and trailing springs, which was subsequently removed. They had the following leading dimensions: cylinders, 18-in. in diameter, 24-in. stroke, with steam ports, 13-in. by 2-in.; exhaust ports, 13-in. by 3½-in., and diameter of blast pipe, 5¼-in. Diameter of driving wheels, 8-ft., and of six carrying wheels, 4-ft. ,6-in.; wheelbase, 18-ft. 8½-in., divided as follows: .centres of four leading wheels, 4-ft. 9¼-in., second axle to driving wheels, 6-ft. 4¼-in., and driving to trailing wheels, 7-ft. 7-in. Length of frames, 24-ft. 1¼·in., the overhang being 2-ft. 7¾-in. in front, and 2-ft. 9-in. at back. Boiler barrel, 10-ft. 9-in.long, and 4-ft. 93/8-in. in diameter, containing 303 tubes, 11-ft. 3-in.long, and 2-in. in diameter; boiler pressure, 120 lbs. per square inch; length of outside firebox, 5-ft. 6-in. Heating surface: firebox, 171.2 sq. ft.; tubes, 1711.9 sq. ft.; total, 1883.1 sq. ft. The weight of these engines in working order was 39 tons 6 cwts, distributed as follows: four leading wheels, 16 tons; driving wheels, 12 tons 7 cwt.; and trailing wheels, 10 ton 19 cwt.
Of these engines, Alma was rebuilt in June 1872, after running a total of 444,600 miles, and was scrapped in 1880, to be replaced by another engine of the same name. Balaclava was rebuilt in October, 1871, after a mileage of 406,424, and was still in fair running order on the abolition of the broad gauge in May, 1892. Inkerman accomplished a mileage of 650,220 up to October, 1878, when she went to the scrap heap, and was immediately succeeded by a name-sake. Kertch, on the other hand, was finally scrapped in December, 1872, after running only 326,246 miles, which was the poorest record of any of the 8-ft. engines, and the name died out. Crimea reached a mileage of 605,701 before being condemned in September, 1878, and the name was revived in a new engine; while Eupatoria lasted a month longer, with a proportionately greater mileage of 618,275, before sharing the same fate, and Sebastopol ran 707,148 miles up to 1880, when she also was replaced by a new engine. These seven engines complete the list of the original 8-ft. singles, twenty-nine in all, or thirty if the Great Western be included. At the date of the abolition of the broad gauge, eight of these originals were still running, in addition to fourteen new engines with old names, and the new engine, Bulkeley—which might well enough have served to borrow the name of either Tornado or Rougemont —thus giving a total of twenty-three engines of this type to be disposed of in 1892.

N. E. R. ENGINEs.-An order for ten six- coupled goods engines is now in hand, which will be numbered 2126-2135. Nos. 1700 and 1704 of the new series of eight-coupled goods engines have been finished at the Gateshead Works. No. 955 Neilson tank engine built in 1874, has been rebuilt with an enlarged cab and a brass topped chimney.

G. W. R. ENGINEs.-Nos. 2602 and 2603, large goods engines, have been turned out from the Swindon Works with shorter tenders so as to facilitate turning. Six further tank engines of the No. I I class, Nos. 3601-3606, are in service. Several of the standard six-coupled goods engines have been rebuilt with Belpaire fireboxes, among them being Nos. 5~, 788,2309, 2373, 239 I, 2474·

Narrow-gauge locomotives of the Belfast and Northern Counties Ry. 92-3. 5 illustrations
Eleven locomotives in five classes; nine came from the Ballymena & Larne Railway. No. 1 (BNCR No. 104) had been supplied by Beyer Peacock in 1877. The 2-4-0T originally had 11 x 18in outside cylinders, but these were later enlarged to 12 x 18in. The coupled wheels were 3ft 9in. The total heating surface was 343.30ft². A similar 2-4-0T was supplied by Beyer Peacock in 1880. Nos. 2 and 3 were also supplied by Beyer Peacock in 1877, but were 0-6-0T with 13½ x 18in cylinders, 3ft 3in  coupled wheels, and 531.29ft² total heating surface . They became Nos. 106 and 107. Another of this type followed in 1880: No. 6 which became No. 109. No. 5 was an unusual 2-6-0ST supplied by Beyer Peacock in 1880 with 3ft 3in coupled wheels, 14 x 18in cylinders, 615.90ft² total heating surface and 10.57ft²  grate area. Black, Hawthorn & Co. supplied Nos. 101-3 with 12 x 19in cylinders, 3ft 1in coupled  wheels, 457.28ft² total heating surface and 6.53ft²  grate area. Finally, Nos. 110 and 111 (formerly 70 and 71) were B. Malcolm 2-cylinder compound 2-4-2T with one 14¾ x 20in cylinder and one 21 x 20in cylinder and 740.89ft² total heating surface

Some locomotive experiments. 94-5. illustration, 3 diagrams

New goods locomotive with corrugated firebox, L. & Y. R. 98-9. 3 illustrations
Hoy 0-8-0 No. 392

G.N.R. engines. 99.
New Ivatt 0-8-0 Nos. 404, 405, 406n and 407. Four cylinder Atlantic had 15 x 20in cylinders with piston valves.

Ten-wheeled express locomotive, C.R.R. of N.J. 99. illustration
4-4-2 (of camelback or Mother Hubbard type) built Brooks Locomotive Co. for Central Railroad of New Jersey with 20½ x 26in cylinders, 2367ft² total heating surface and 82ft²  grate area

Coppersmiths' work on locomotives. 100-1. 5 diagrams
Domes and safety valve mountings

Number 79 (July 1902)

The Callander and Oban Ry. 105-7. 3 illustrations
Describes signalling in Pass of Brander to protect trains running into rock falls off Ben Cruachan; the original Oban Bogies introduced by Brittain (No. 181 illustrated in Callander station), the McIntosh 4-6-0s (82 class) No. 55 illustrated and the 2-4-2Ts (No. 155 illustrated)

L. B. & S. C RY EXPRESS ENGINES.
Two new four-coupled bogie express engines of the " Canada " class are running. They have been built at the Brighton Works, their numbers and names being 42 " His Majesty " and 43 " Duchess of Fife."

NORTH -EASTERN ENGINES.
The second order of eight -coupled goods engines built at the Gateshead Works is now completed, the numbers being 130, 527, 1002, 1320,1700, 1704, 1708, 1709, 1717 and 1729. The last engine of the class is 10 be fitted with Drummond's spark preventer.

W.B. Paley. Loco. driving by contract. 107-8
Not many, perhaps, of the present generation of locomotive men are aware that it was once very usual for engine drivers to enter into formal written agreements with their employers to work trains at a certain sum per mile. The custom seems to have arisen in the earliest days of railways, for about 1830 the drivers on the Stockton and Darlington Ry. were paid one farthing per ton per mile, out of which they had to find coal and oil, and pay themselves and probably their fireman as well. The Company, however, maintained the engines in general repair.
Whilst such a system might answer very well on a short line like the S. & D. R., having practically but one kind of traffic, it does not strike one as being equally suited to the varying conditions of business on a great railway. Yet within the last 40 years the Great Eastern (then E. C. Ry.) on some parts of the line had their trains worked by contract. The price paid, of course, varied with the section of line run over, and with the description of traffic. For instance, a driver stationed at Peterboro' had his price for working goods trains advanced, in December, 1854, from 5¼d. per mile to 5½d., a notice that a fresh contract was ready for his signature being sent him by the locomotive superintendent, John Viret Gooch. Nine years later, in Sinclair's time, a driver working passenger traffic between London, Enfield and Hertford was paid 37/8d. per train mile run. The Enfield line in question was of course, the old branch from Angel Road. A number of rather onerous conditions were attached to the agreement, which had to be signed by the driver in the presence of a witness. For instance, he had to pay his fireman and cleaner, to provide fire wood for lighting up, coal or coke for running, oil, tallow, hose pipes for the pumps, gauge glasses, wooden brake blocks for the tender, cotton waste, flax for packing and 1 lb. of ammonia for every 100 miles run as a disincrustant. He had also, out of the sum named, to repair and pay for the cost of repairs to certain parts of the engine, as per rule 228, and for putting in piston or valve springs, lining up all brasses, rods or slide bars, letting together all brasses or straps, breaking or making steam and all other joints, putting all necessary pins, bushes or bolts in the working parts, and giving all necessary assistance on shed days. He had not, however, to provide articles of iron, brass, copper, or steel, or to pay for any labour when the engine went into shop for general repairs, or repairs due to accidents beyond his control.
If the driver required assistance he had to pay for it at the smart rate of 3d. per mile, which would certainly not give him much inducement to demand help. On the other hand, if required to pilot or assist another train or engine he was paid 2d. for every mile run out and home. He also bound himself to pay any reasonable fine the locomotive superintendent might inflict for losing time without sufficient cause, and to pay for any repairs necessitated by his own neglect of oiling or supervision.
These contracts were determinable by either side at a week's notice. It might be doubted at first sight whether it was possible for the man to make a living out of them, but from a driver's account for four weeks ending July 5, 1862, it appears that sometimes, at any rate, they made a fairly good thing for themselves. The sheet in question shows 2,603 miles had been run by engine No. 39, driver Wm. Livesey, on passenger trains, the rate of contract being 4¼d. per mile. It would appear that the drivers virtually bought their fuel and stores from the Company, these being charged to them at certain rates, varying no doubt from time to time and necessitating fresh contracts. This plan would evidently be required; it would never do for drivers to be dependent upon their own coal merchants and oilmen, nor could they have purchased so cheaply as the Company.
In the case before us, Mr. Livesey's account with the Eastern Counties Ry. Co. amounts to £46 1s. 10¾d. He was supplied with stores to the value of £23 2s. 6¾d., much the heaviest item, of course, being coal, of which he burned 34 tons 9 cwt. at 12 shillings per ton. Eighty-three pints of oil and 14 lbs. of tallow were also consumed; repairs came to only 7s. 6d., firewood to 9s. 4½d., and cleaning to £3 2s. 6d,, in addition to the stores, etc. As driver he received a regular wage of 7 shillings per day, the fireman getting 3s. 3d., both being employed 25 days. This brings the debtor side of the account to £39 18s. 2¼d., to which £6 3s. 8½d. being added to balance, makes the whole, as stated, £46 1s. 10½d. This balance seems to have been divided between Livesey and his fireman (T. Clapham) in the proportion of ¾ to the former and ¼ to the latter.
It is evident that a very substantial addition to the men's wages might sometimes be secured under the contract system, but in the case mentioned things were clearly very favourable. It was a lucky period. Besides the small repairs, the weather in June and July was probably fine, and the engine burned the minimum of coal. The amount set down comes to 29.65 lbs. per mile. Suppose the engine had required, owing to bad weather, 34 lbs. per mile, it would have used about 5 tons more, equal to £3 less profit for the driver and his mate to divide. We are afraid that the amount of disputing and heart-burning the contract system would lead to would be more than it was worth. A very little consideration will show what a number of points for disagreement it opens up, and it is evidently quite unsuited to the requirements of the present day.
A good deal of light is thrown upon the system of engine-driving by contract by the evidence given in the case of an engine called the Irk on the Manchester and Leeds Ry., which blew up in Miles Platting shed, Manchester, early in 1845. Three men were killed and a large part of the roof was blown away. It was shown that the engine was worked by contract, and that in such cases it was notorious the engines were seldom allowed to blow off steam, or in other words, to waste fuel. Drivers used to hold down the spring balance of the Salter's valve to prevent blowing-off. They had another safety valve, supposed to be out of their reach, but it often was not; whilst if it stuck a terrible disaster might occur. A contemporary account says: "One can hardly conceive a more dangerous arrangement in respect to security to the public than contracting to work engines in this manner." However, we are not aware that accidents were often traceable to it, and the system may have worked fairly well in its time, now it is only of interest from an historical point of view.

[Lancashire & Yorkshire Railway]. 108
The L. & Y. R. have equipped one of their four-coupled tank engines with a patent feed water heater in the form of a cylindrical tank placed horizontally along the top of the boiler.

M.I.M.E. A run on an Egyptian flier. 109-10. 6 illustrations, table
Cairo to Alexandria behind Trevithick 4-4-0

South Western engines, 110
Nos. 380 to 391 mixed traffic engines turned out from Nine Elms.

The locomotives of the G.E.R. 111-13.

Six-coupled tank engine. Hull & Barnsley Ry. 113. illustration

Some locomotive experiments. 114-15, diagrams

Coppersmiths' work on locomotives. 116-18. 4 diagrams
Coping rings at the back of the boiler, chimney caps and white metal in axleboxes

Fast running. 118
On 3 June fast run from Birmingham to Euston behind No. 1952 Benbow (2 hours)

Petroleum fuel notes. 118. diagram
Oil-burning firebox (diagram); petroleum on the A,T, & Santa Fe Railroad,  oil fuel in Japan

Six-coupled compound tank locomotive, Austrian State Railways. 119. illustration, diagram (sectionalized elevation)
Golsdorf 2-6-0T

Lambourn Valley Ry. locos. 120. illustration

Number 80 (August 1902)

The B.G. engines of the Great Western Ry. 124-6. 2 diagrams (side elevations)
Lalla Rookh and Fulton illustrated: both classes four-wheels coupled: former  with two axles at front; latter with one

The locomotive history of the London, Chatham & Dover Ry. 126-7. 2 illustrations
Martley 2-4-0 built by Sharp, Stewart & Co. from 1862 and intended for Continental Mail services between Dover and London with 6ft 6in coupled wheels; 16½ x 22in cylinders; 1147ft² total heating surface and 19.9ft²  grate area. These were WN 1347 Dawn, 1348 Alert, 1379 Herald, 1380 Pioneer, 1381 Frolic and 1392 Vigilant. In 1863 a further order was placed with Sharp, Stewart for locomotives of the same dimensions, but with re-arrangement of the wheels and boilers. These were: WN 1414 Violet, 1415 Crocus, 11420 Verbena, 1421 Snowdrop, 1422 Hyacinth and 1423 Bluebell. Martley designed a slightly larger 2-4-0 which was built by Brassey & Co. at the Canada Works in Birkenhead with 6ft 6in coupled wheels; 16 x 24in cylinders; 1026ft² total heating surface and 17ft²  grate area: WN 183 Reindeer, 184 Elk, 185 Champion, 186 Templar (illustrated), 187 Talsiman and 188 Zephyr.

An experiment on the L. & Y. R. 128. diagram.
Druitt Haloin thermal storage device fitted to 2-4-2T No. 632 (diagram does not show this adaption, but a 2-6-0T!)

Coronation engine, L.T. & S.R. 129. illustration
4-4-2T No. 61 Kentish Town decorated

Some locomotive experiments. 130-2. 4 diagrams
Measurement of speed

Locomotive wheels and tyres. 133-4. 2 diagrams
The preparation, fixing on of the wheels, and keeping in order of the tyres are important matters with the locomotive staff of a railway, necessitating constant care and attention. In the shop the wheel centres or frames are bored out and faced up on both sides of the bosses and the axles fitted in, after which the pair of wheels are put on a lathe and the rims turned up to size, parallel across the top, with the recesses cut at the sides to standard outline for the reception ot suitable lips on the tyres. The exact section of the rim will necessarily depend upon the style of tyre fastening adopted. One of the best is shown in Fig. 1, the tyre A being secured by a ring B and a projecting lip on the tyre, the latter reaching down the side of the wheel rim at C to admit of rivets D passing through.
The retaining ring is formed of a flat section, Fig. 1. turned on its circumference to be a fairly tight fit in the groove of the tyre, it then, in conjunction with the deep lip on the opposite side, holds the latter in case of breakage in service.
Another method of fastening adopted is shown in Fig. 2. The tyre A is held by a lip C and set screws B only, it is prepared and shrunk on as in the last case, and holes are drilled through the rim D into it and tapped, for set screws to be screwed tightly in. In some cases, instead of being screwed into tapped holes in the tyre, the holes are plain, of a less diameter than the thread, and the set bolts reduced to fit. The lips which are left on the tyres in both cases are for the twofold purpose of preventing the tyre from being forced in by the pressure of the flange against the rail when running as well as keeping a hold on portions of tyres if the latter break.
Tyres held by the fastening first described have faeen known to remain on the wheels even when broken in several places, but the system is more costly in fitting up and renewals.
The second arrangement is much cheaper in first cost, but does not hold the tyre so securely if it happens to break, as the set bolts adjacent to the fracture are usually broken off at once, and so allow portions of it to leave the wheel. To bore the tyres they are set in a lathe which has face plates provided with dog chucks to grip the outer sides ; a parallel cut is taken through the inside to size, and as the tyre will be shrunk on to the wheel this is made of a definite smaller diameter than the outside of the wheel frame on which it is to be fixed. The amount allowed is usually one hundredth of an inch for each foot of diameter of the inside of the tyre. The gripping due to shrinking, although sufficient to hold the tyre, is augmented by the fastenings mentioned above.
A straight rod gauge is used to measure the tyre inside whilst being bored, made of ½-inch or ¾-inch square steel, sharpened at each end to blunt points which are hardened in order that they may not be easily worn away in use and become short. A gauge, in which a round rod sliding in a tube and held in any position by a set screw, having points at each end, is useful if only a few tyres to one size are to be finished, it being easily adjusted to any dimension; the fixed gauge is best, however, when a number of similar tyres are to be bored.
In order to try the gauge in, it is necessary to find out when it is exactly in its proper place, to accurately represent the diameter of the tyre. One end is put in the tyre and the other just entered at the opposite side and moved across until it touches; midway between these two points will be the proper place to try and pass it through, when it should just touch in passing.
A flat faced tool is best for finishing both the outside of the wheel centre and the inside of the tyre, as it will remove the minute ridges left by other tools better, these would compress in the shrinking of the tyre, and afterwards allow the tyre to work loose after a very short time. A very smooth finish is, however, not necessary, an approximately smooth face on each being all that is required.
After boring, the tyre is heated in a steady and equal fire to a black heat, causing it to expan sufficiently to allow of the wheel frame being lowered into it, when it is allowed to cool naturally without coming in contact with water, contracting and fastening on the wheel. An equal heat is required so as not to cause the metal to be softened or hardened more in some parts than others, and so conduce to unequal wear of the tyre in running. The heating will not injuriously affect the metal, as it is not sufficiently intense. Tyres are in some cases forced on by hydraulic pressure cold, and this method has advantages over the shrinking system, as the exact pressure gripping the wheel can be known, and further the lips C C in Figs, i and 2 be made to fit snugly into the recesses cut in the wheel frames for them ; whereas with the shrunk tyres this is impossible, as sufficient clearance must be An engine which always runs on lines curved in one direction will also be very liable to this unequal wear, the remedy being to change the engine, or to turn it round to counteract the tendency and reverse the wear. Upon ordinary services other causes are to be looked for, and if possible remedied, for if allowed to continue after the wheel has run in one position long enough to wear a groove in the tread and cut into one flange, it will be very difficult to make it run out of it.

Shunting engine, Intercolonial Ry. of Canada. 134-5. illustration
Outside cylinder 0-6-0 built in Canada: full dimensions given

Tank locomotives, Vale of Rheidol Ry. 136. illustration
Built by Davies and Metcalfe of Manchester for 1-ft 11½-in gauge line with 1 in 50 gradient.

Great Western Ry. 136.
After a connection of nearly 47 years Mr. Dean has retired from the position of locomotive superintendent of the G.W.R. He was apprenticed to the late Mr. Joseph Armstrong, in 1855, and held the post of locomotive superintendent for 25 years. Mr. G. J. Churchward succeeds Mr. Dean as chief of the locomotive department

Railway inspection motor car. 136
John Milliken, of Belfast, formerly secretary to the Belfast and Northern Counties Railway, introduced a Gasoline Motor Car for use on railways, made by the Light Inspection Car Co., of Hagerstown, Indiana, U.S.A.

S.E. & C.R. locos. 136
Express engines turned out from the Ashtord Works were Nos. 57, 246, 487,488 and 490; similar to the preceding class, but had the piston rods continued through the front cylinder cover. No. 246 is fitted with metallic packing. Some new goods engines are under construction. No. 292, another of. Stirling's, goods engine had been fitted with a domeless boiler and reversing gear outside.

G.N.R. engines. 136
All ten eight-coupled goods engines, Nos. 402 to 411, were at work. Five are stationed at Peterboro', and five at Colwick. The new four-cylinder express engine will shortly be running, numbered 271.

The brakes. 137-8
Air brake notes. 137-8
Pump Governors: in use on some British railways, but do not find general favour. They are all but universally adopted in America and on the Continent, and their use is undoubtedly beneficial in preventing burst hose pipes and "skidding" wheels. Brake valves: the equalising driver's brake valve was coming into general use on most railways operating air brakes, but there were still large numbers of the old double thread screw type in use, and if used on short trains and well handled they were very effective. There were two patterns of this brake valve in use, and the following remarks apply equally to both, with this exception that whereas the No. 4 valve is easily accessible on the road, its predecessor had the equalising valve below the rotary, necessitating the breaking of a leather joint in the valve and a pipe joint with the main reservoir in order to examine it. The brake valve being usually placed in close proximity to the firebox, the leather gasket of the earlier pattern was liable to be burnt up and cause leakage. The pattern of valve most popular had the rotary and equalising valves side by side, and differed slightly from that illustrated by the Brake Co. in having an extra pressure valve instead of the pressure regulating valve shown. No trouble is experienced with these valves, and there is little wear and tear. Leaky rotary valves and dirty extra pressure valves are to be guarded against, as in the old valve. The piston ring of equalising valve, if allowed to get dirty, will stick and cause uncertain applications. This can easily be remedied with a little parafin.

Great Central locos. 138
Three more of the smaller standard six-coupled tender goods engines had been built at Gorton Works, numbered 132, 134 and 141. Nos. 44, 59, 85, 164, 168, 169, 212, 266, old six-wheeled double framed four-coupled tender passenger engines, had been rebuilt with higher pitched flush topped boilers with injectors on the firebox front, new chimney, etc. Several of these engines were painted in the new style, with white lines in place of the yellow. Sacre's old double framed bogie passenger engines, No. 423 class, and Parker's bogie express engines, No. 561 class, were being fitted with new chimneys and extended smokeboxes.
No. 17, an old single framed six-coupled tender engine, had been rebuilt as a shunting engine with saddle tank. The tank extends to the smokebox tube plate, and a new all over cab had been fitted with small coal bunker behind with coal guard rails. The painting was black with broad red lining, with the words "Great Central" on the driving splasher.

Shop notes. 138

Rolling tool for journals. 138 diagram
Sketch shows a tool which has been found very satisfactory in rolling the journals of axles where this process has been adopted. The wheel is of hardened steel 7-in. diameter with a face ¾-in. wide and edges well rounded; the shank can be held in the ordinary tool rest, and this is fed along similar to when taking a cut. The work should be oiled to obtain a good finish.
Hardening steel die plates, etc.— When hardening a die plate whilst it is necessary to have a very hard working face, it is an advantage to keep the back somewhat softer to enable it to better resist breakage. The plate should be placed in a suitable box and laid on a fireclay backing whilst the working front is covered with a layer of Palfreyman's hydro-carbonated case-hardening mixture. After being subjected to a red heat for such a period as the depth of hardening required may necessitate, the plate should be taken out and quenched in salt and water. Hardened steel tools subject to sharp blows, such as the dies of pneumatic rivetting hammers, etc., are toughest when rolled in common salt prior to quenching.
Lathe tool for heavy cuts in steel. 138, diagram
sketch shows the form of tool stated to give best results on a deep and heavy cut in steel, and further, it is claimed, it absorbs a minimum of power on the work

The carriage and wagon department.. 139

Bath car, Russian Government Railways. 139. illustration
Cleansing the employees

Railway carriage & wagon construction. (Xlll.). 139-40. diagram
Rack bench with plain travelling table for cutting timber.

Lord Kitchener's return. 140
On Saturday, 12 July 1902 the special train from Southampton to London was drawn by No. 733 L. & S. W. R. from Southampton West to Basingstoke, and No. 3374 Baden Powell (temporarily renamed Kitchener) from Basingstoke to Paddington, The official timing of the train was as follows : Depart Southampton West 10.45, arrive Basingstoke 11.45; dep. Basingstoke 11.50, pass Reading 12.10, arrive Paddington 12.50. Both engines were suitably decorated for the occasion.

G.E.R. engines. 140
Some new mixed traffic engines of the No. 420 class are being put into service, and Nos. 1250 to 1256 are now at work. No. 769, a four-coupled express engine of the No. 710 class, has been rebuilt with a new boiler and Belpaire firebox of the following leading dimensions : boiler barrel, length  10-ft, diameter outside 4-ft. 9-in., height of centre above rail level 8-ft. 6-in.; firebox, length 6-ft. 2 0;-in., width 4-ft. 07/8-in.; heating surface, tubes (287 steel) 1358.5 ft², firebox 117.7 ft², total 1476.2 ft²; grate area 21.6 ft² Four safety valves are provided, and the chimney is 17 inches high.

G.W.R. tank engines. 140
A further five four-coupled tank engines with Belpaire fireboxes of the No. 11 class have been turned out from the Swindon Works, their numbers being 3611 to 3616.

Number 81 (September 1902)

The Redruth & Chasewater Ry. 141-3. 3 illustrations
Reference to Volume 24 p. 94. Smelter and Spitfire illustrated as well as interior of erecting shop at Devoran where Miner was being rebuilt Spitfire was painted dark green, but Smelter was painted brown with red lining.. J.F. Tyacke was Superintendent of the Railway and Andrewartha supervised the workshop..

New enginers, G.N.R., Ireland. 143
Two six-coupled goods engines had been put into service, Nos. 150 Longford and 151 Strabane.

Vale of Rheidol Ry. 143
The second engine delivered by the builders, Davies and Metcalfe, was named Edward VII.

"An old Stratford relic". 143. illustration
Since publication in our August issue of the reproduced photograph bearing the above title we have received an interesting letter from one of our readers. He states that this engine was No. 8 Tyne, and as a tender engine was built for the Newcastle and Carlisle Railway by R. & W. Hawthorne, of Newcastle. It took part in the opening of that Railway and, for the occasion, besides being gaily decorated carried a barrel organ on the footplate. The Tyne, together with her sister engine Eden, No. 9, were sold to a contractor and used on the Colchester section of the Eastern Counties Railway. They were afterwards sent to Stratford for scrapping.

Highland engines. 143
The remaining three 6-coupled bogie express engines of the Castle class, built by Dubs & Co., were numbered and named: 147 Beaufort Castle; 148 Cawdor Castle; 149 Duncraig Castle. Maker's Nos. 4245-4247. The four 6-coupled inside cylinder goods engines (134 class) fitted with Drummond's water tubes in the firebox, and with 6-wheeled tenders (similar to those on the Ben class), have been delivered by Dubs & Co., bearing Nos. 18-21 (makers' Nos. 4240-4243. These engines replaced four goods engines built by Sharp, Stewart & Co., in 1863.

New York—Chicago in 20 hours. 144-5. 2 illustrations
On 15 June 1902, a new fast express train service was inaugurated between New York and Chicago by both the New York Central & Hudson River and the Pennsylvania Railroad Companies. The new trains are known respectively as the Twentieth Century Limited and the Pennsylvania Special, and are scheduled to cover the distance between the two cities in 20 hours, which time they have made every day since they went into service.
Our illustrations show these trains photographed in motion. The Twentieth Century Limited being drawn by one of the New York Central's Atlantic type, engine No. 2960, and the Pennsylvania Special by one of the Pennsylvania's "Class L" engines, No. 1395. The trains are each composed of four cars viz., a combined parlor buffet, smoking and baggage car, with bathroom and barber's shop, a dining car, a drawing-room sleeping car, and a compartment car with observation platform on the rear end, enclosed with bronzed gates and railings. All of these cars were Pullman equipment, except that a Pennsylvania Railroad dining car was used on the " Pennsylvania Special." These cars are fitted up in the most approved and luxurious style known to the car builder's art, they are lighted by electricity, and are provided with electric fans to add to the passengers' comfort in hot summer weather.
The distance between New York and Chicago is 912 miles by the Pennsylvania, requiring their train to run at a speed of 45 3/5th miles per hour, exclusive of stops, and by the New York Central it is 980 miles, requiring their train to run at the rate of 49 miles per hour, exclusive of stops, but as the trains make six or seven regular stops, with changes of engines, and are subject to a number of slow downs en route, it is necessary to travel much faster, and a great portion of the distance is run at a 60 mile gait or better, in order to cover it within the scheduled time. It will be noticed that the distance by the Pennsylvania is 68 miles shorter than by the Central, but this is compensated for by the facts that as the Pennsylvania train actually starts from Jersey City, the first mile from New York to that point by ferry, including the dispatching of the train, occupies 13 minutes of the schedule. It also has some very heavy grade climbing to do in crossing the Allegheny Mountains, which materially reduces its speed for a considerable distance. These trains have already done some very fast running to make up lost time, and on the morning of 14 July the Twentieth Century Limited made a record for itself. On this occasion it had one extra car, making five cars in all, it left Buffalo (eastbound) 47 minutes late, and ran from there to Syracuse, 149 miles, in 145 min., including a 2 minute stop at Rochester, having made up 30 minutes. The balance ot the lost time was made up between there and New York, where it arrived exactly on time, having made the run from Buffalo to New York, 440 miles, in 489 minutes, including four station stops and two changes of engines.
These trains had already become very popular for business men, as it enabled them to have nearly a whole day in New York, and then be in Chicago early the next morning ready for business.

S. E. & C. R. engines, 145.
No. 499 (formerly No. 40 Snowdrop," one of Hartley's 4-coupled expresses had been rebuilt with a larger boiler. This was the third time she had been reconstructed.

Some locomotive experiments. 146-9. 4 diagrams
Actual operation of taking indicator measurements and interpreting them

New locomotives, Midland, Great Western Ry., Ireland. 149. illustration
Cusack 4-4-0 with 6ft 3in coupled wheels and 18 x 26in cylinders. Built at Broadstone Works. Royal blue livery. One set of new coaches for tourist services was performing round trip frpm Dublin to Galway and back in the day.

Locomotive wheels and tyres. 150-1. 4 diagrams

Great Northern locomotives. 152. illustration
Four-cylinder Ivall small boiler Atlantic No. 271

Petroleum fuel notes. 154.. illustration, diagram
Fireclay ferrules for oil-burning locomotives; oil burning in Texas (Sabine & Eastern Texas Ry and Rio Grande Sierra Madre & Pacific Ry. experiments on a stationary boiler and Missouri Kansas & Texas Ry trials of coal soaked in oil; oil fuel in Denmark; liquid fuel on the N.E.R.; Shell Transport Co.'s oil fuel; oil on the PLM

Number 82 (October 1902)

Railway notes. 173

Great Central Ry.  173
An important development to this company's express services was inaugurated on 1 October when the Duckmanton curves connecting the Lancashire, Derbyshire and East Coast Ry. (as the line was designated until the 1 January 1902, since when it has merged in the Great Central system) with the G.C.R. main line, were opened for passenger traffic. This increase of the connections between the two lines, one curve only having previously been in use, and for mineral traffic system. only, will allow passengers from Edwinstowe, Ollerton and other stations in the Dukeries to obtain direct communication with Nottingham and stations to the south of that city. Moreover, coaches will be slipped from the three-hour non-stop Sheffield expresses at Leicester, whence they will be taken on to Lincoln via Nottingham and the Dukeries route.
With the taking over of the L. D. & E. C. Ry. by the Great Central, the whole of the locomotive stock has been re-numbered, and it will no doubt be of interest to note the new G. C. numbers by which the engines still working on the old L. D. & E. C. system are known :

No. 13 has been sent to Gorton and will probably be sent to another part of the GC system.
Illustration: 0-4-4T No. 1149B (formerly LDCER No. 15

Great Western Ry. 173
The following are the latest engines of the 2901 class : Nos. 2916 Saint Benedict, 2917 Saint Bernard, 2918 Saint Catherine, 2919 Saint Cecilia, 2920 Saint David, 2921 Saint Dunstan, 2922 Saint Gabriel, 2923 Saint George, 2924 Saint Helena, 2925 Saint Martin, 2926 Saint Nicholas, 2927 Saint Patrick, 2928 Saint Sebastian, and 2929 Saint Stephen.
A new four coach auto-train has recently been put in service. It consists of four 70-ft. coaches, the two end ones having luggage lockers and drivers' compartments fitted with all necessary driving gear, and in the centre of the train is a six-coupled tank locomotive, of the Wolverhampton shunting type. The engine has been completely enclosed by a cab similar in external appearance to the coaches, and the fireman remains on the footplate, whilst the driver is at either end of the train. The complete unit measures 320-ft. long over buffers, and weighs 159 tons. There is seating accommodation for 312 passengers 160 smoking and 152 non-smoking.

London & North Western Ry. 173
The following new Precursor type locomotives are now running: Nos. 276 Doric, 802 Gaelic, 807 Oceanic, 976 Pacific, 1011 Locke, 1364 Clyde, 1516 Alecto, 2051 Delamere, 2115 Servia, 2053 Edith, and 2181 Eleanor (not 2171 as given in our August issue). Another new engine of the Experiment class is No. 937 Princess Alice.

Metropolitan District Ry.
We are informed that A.H. Stanley has been appointed general manager to succeed Collinson.

SOUTH EASTERN & CHATHAM RY.
At the end of September the through service of suburban trains between Victoria (S.E. & C.R.) and intermediate stations and the Great Northern Ry. was discontinued.

Great Southern & Western Ry. Four-coupled bogie engines Nos. 334-5-6-7 are to be put into service in the Rosslare-Cork district. These engines have smaller driving wheels than the 321 class, but otherwise are very similar. The 311 class work the Ro>slare service. Between Waterford and Cork the trains usually consist of four 66-ft. and one 5o-ft. bogie coaches. From Cork to Mallow (21 miles) 30 minutes are allowed, and this includes the heavy pull from Cork to Rathpeacon sidings, nearly 4 miles practically all at i in 65. A pilot engine is used for help up this bank and is detached at Blarney. The line is decidedly heavy all the way to Waterford, many banks at i in 80 being met with, but very good time is kept. At Waterford two more bogie coaches from Limerick are attached. It is interesting to note that the big six-coupled bogie engines (class No. 365) illustrated in the "Locomotive Magazine" for February, 1906, will take 35 loaded wagons up the Rathpeacon bank unassisted, and regularly deal with 65- truck trains on the Dublin main line. The nameplates have been removed from the express engines Xos. 301 to 304. It will be remembered these engines when built at Inchicore in 1900 were named "Victoria," "Lord Roberts," " Saint Patrick," and " Princess Ena."

Manchester &Milford Ry. " Cader Idris," a four-coupled eight-wheeled radial tank, formerly belonging to the M. & M. R., has been numbered 1306 by the G. W. R., and now works the service between Pencaderand Newcastle Emlyn. Before the transfer the M. & M. line from Pencader to Aberystwyth was treated as a feeder to the G.W. system, and the trains of the latter company ran through to Newcastle Emlyn. Now, however, the through service is from Carmarthen to Aberystwyth, and Pencader is the changing place for Newcastle Emlyn.

London & South Western Ry. The five new four-cylinder locomotives mentioned in our last issue as in course of construction at Nine Elms will bear Nos. 453-7- At present these numbers are borne respectively by four 7-ft. i-in. bogie coupled locomotives built by Messrs. R. Stephenson & Co., Ltd., in 1883, and by a small tank shunting engine.

Weston-Super-Mare, Clevedon & Portishead Light Ry.
In our issue of December, 1899, appeared an illustrated article on this railway as it then existed, the line then being constructed only from Weston-Super-Mare to Clevedon, a distance of 8J miles, opened on December ist, 1897. On August 7th of this year the extension from Clevedon to Portishead, a distance of 6J miles further, was opened for passenger traffic, two trains starting from Cleve- don to Weston and Portishead at 8.05 and 8.10 a.m. respectively. On the return journeys the two trains ran through from terminus to terminus, and both these and succeeding trains during the day were well filled. The four locomotives and seven coaches constituting the rolling stock will be inadequate to serve the now extended line, and five new coaches will shortly be in service, and there will then be four trains in use. There are in all sixteen stopping places along the route. The railway joins the G. W. R. at Clevedon for working through goods traffic, and a connection was made with the G. W. R. at Portishead but taken out again. Our illustration

Laxey Mine locomotives. 163. illustration.
Ant illustrated (Bee also existed). Built in Leeds, 19 inch gauge for working underground at mine in Isle of Man

Condensing tank loco., L.T. & S.R. 167. illustration
4-4-2T Nos. 23 Laindon and 29 Stepney fitted with condensing apparatus and Westinghouse feed water pumps for possible replacement of failed Metropolitan District Railway engines working on the Whitechapel & Bow Railway. Due to heat in tanks repainted black.

Number 83 (November 1902)

Great Western engines. 175. illustration.
Photograph of 4-6-0 No. 100 Dean leaving Dawlish when working 06.15 Bristol to Newton Abbot. Twenty 2-6-0 of 2621 class were being built at Swindon nd fitted with telescopic boilers working at 200 psi: Nos. 2662, 2663 and 2664 were in service. No. 3301 Monarch rebuilt with new boiler and Belpaire firebox. No. 1833, 0-6-0 with Joy valve gear, rebuilt with new boiler and Belpaire firebox. No. 101 fitted to burn oil fuel. No. 11 class Nos. 3617, 3618, 3619 and 3620 had entered service. The standard 0-6-0ST with cast iron wheels constructed at Wolverhapton numbered from 1901 were being built with Belpaire fireboxes cwith the safety valve on the boiler barrel. Nos. 2105-2116 (Wolverhampton WN 702-720) had been constructed in 1902.

Mr. Drummonds 6ft 6in bogie engines on the Caledonian Ry. 176-7. 2 illustrations

Herbert T. Walker. An old Braithwaite engine. 179-80. diagram (side elevation)
The Philadelphia and Reading Railroad purchased eight locomotives from Braithwaite, Milner & Co. of London during 1837-9. These were Rocket, Firefly, Spitfire (illustrated), Dragon, Comet, Planet, Hecla and Gem. The Spitfire was withdrawn in 1849 and sold to the Delaware, Lackawanna and Western Railroad

Some locomotive experiments. 181-3. 5 diagrams
Coffin averager applied to calculations associated with indicator readings.

Early Stockton & Darlington locomotives. 184-5. 2 illustrations, diagram (side & front elevations)
The Swift, a four-wheel passenger engine built by R. and W. Hawthorn & Co with vertical cylinders: sold to the Great North of England Railway in 1839. No. 43 Sunbeam was built by R. & W. Hawthorn was successful and remained in service until 1863. No. 41 Dart was built by Timothy Hackworth at Soho Works in New Shildon and was an 0-4-0: it was shown at the 1875 Jubilee celebrations

G.E.R. engine decorated for the Coronation. 187. illustration
Johnson No. 1 class 2-4-0 No. 117 stationed at Wells was decorated by Driver Woodhouse and Fireman Houseago and ran trains from Wells to Norwich and Norwich to Yarmouth on Coronation Day. Photographed at Norwich.

Balancing locomotives. 189. 2 diagrams

The Carriage & Wagon Department. 191

Midland Ry. large capacity bogie wagons. 191-2. 2 illustrations
Built from steel by Leeds Forge; capable of carrying 30 tons of coal and fitted with continuous brakes. One photograph shows train of such wagons leaving Armley sidings.

Number 84 (December 1902)

L. & N. W. R. compounds. 103.  diagram (side elevation)
No. 1901 Jubilee built 1897.

Gt. Western Ry. locomotives. 193. illustration
In 1901 a new class of 4-coupled tank engine [2-4-2T] was introduced, and an outline drawing with 'dimensions of the first constructed was given in our issue for April, 1901. Photograph of No. 3611 They are employed chiefly on branch passenger services.
No. 1833 6-coupled goods had been rebuilt, with a new boiler with Belpaire firebox and a dome.. It had Joy's valve gear.
No. 3405 Mauritius (Atbara class) had been provided with a new boiler similar to No. 2662. Goods engines Nos. 90, 676, 2304, 24?? , 2451 and 2483 had new boilers, with Belpaire fireboxes.

Midland engines. 193
Another ten of the 6-ft. 9-in. coupled engines with Belpaire fireboxes were under construction at Derby. Five numbered 810-814 were already out.

N. E. R. 193
A large new compound express engine of the Atlantic type with four-coupled 7-ft. drivers and two inside and two outside cylinders had been designed at Gateshead, and some eight-coupled tanks were projected.

The B.G. engines of the Great Western Ry. 194-6. 3 diagrams (side elevations), table
Table of eight-wheeled 8ft single express locomotives

Railway ferry across the English Channel. 203. illustration
Deputation from French and English (British) companies visited Denmark to inspect systems. Illustration Orehoved ferry station.

Our Supplements. 203 + plates (at front of Issue)
With this issue we present our readers with four supplements illustrating the following engines:--
No. 128, Four-coupled Express Locomotive, Furness Railway. Designed by Mr. W. F. Pettigrew, locomotive superintendent, and built by Messrs. Sharp, Stewart & Co., 1902. Driving wheels 6-ft. 6-in., cylinders 18-in. by 26-in. [4-4-0]
No. 1520, Single Express Locomotive, North Eastern Railway. Designed by Mr. T. W. Worsdell, late locomotive superintendent, and rebuilt at Gateshead Works, 1900. Driving wheels. 7-ft. 6-in., cylinders 19-in. by 26-in. [4-2-2]
No. 10804, Austrian State Railways. Designed by Herr R. von Golsdorf, chief mechanical engineer, and built by the First Bohemian Moravian Machine Works, Prague, 1902. Driving wheels 6-ft. 8-in., cylinders 5-in. and 21-in. by 26-in. [4-4-2]
No. 271, Great Northern Railway. Designed by Mr. H. A. Ivatt, locomotive superintendent, and built at Doncaster, 1902. Driving wheels 6-ft. 6-in., four cylinders 15-in. by 20-in. [4-4-2]

The Carmyllie Light Railway. 203-5. 2 illustrations, map.

Petroleum fuel notes. 209. illustration

Experiments with oil fuel had been on the Eastern Ry, of France in 1870. see THE LOCOMOTIVE, Vo1. VII, p. 202)